Explosion-engine.



E. U. STEWART. EXPLOSION ENGINE. APPLlcATuoN man JULY 25.19\4.

E.` u. STEWART. EXPLOSION ENGINE.

v lllll Witnesses 2g-3,@

JMWMM by Attorrnfeys APPLICATION HLED JULY 2 5. i914.

v PatentedSept. 7, 1915.

3 SHEETS-SHEET 2.

E.. U. STEWART.

ExPLosloNfENGlNl-i.

APPLICATION FILED JULY 25,19l4.

' A.PamtntedSept l7, 1915 3 SHEETS-SHEET 3.

l v 1 v A. Attorney:

'nnirnn sfrarns rarnn'r ernten. i

nxrnosronn'nernn ments in eiiplosion engines, one object of the invention, beingthe provision oit' an engine in Which each cylinder 1s provided With a single port, having two branches', one of said A branches being),` the intake branch and the other branch being the exhaust'branch, there being disposed for controlling each branch, a reciprocatory piston valve,l ported intermediateof itsr ends for controlling the passage of the carbureteddcharge or the exhaust gases therethrough, such valvesA being operably connected through the crank 4shait so that a four-cycle effect is produced in .the engine. I I

A further object of the present invention, is the provision of meansivhereby the piston valves are employed to compress air for storage in a tanlL to act as a starting means to initially start the explosion engine, to operate signals upon a motor car or boat and to inflate the tires upon the'motor car to act as an air brake, andto clean outl the exhaust and muflier.

A still further object of the present -invention, is the provision of a novel lubricating system, Aby means of which the various*y frictional parts of the engine are properly lubricated, the circulation ofthe oilpbeing accomplished by means of a rotary pump.

A still further object of the invention, is the provision of an adjustable radiator cooling fan bracket, whereby the belt may be readily tightened and'by means of which the parts are properly supported lto the base of the engine.

With the foregoing and other objects in view which Will appear as the description proceeds, the invention resides inthe combination and arrangement of `parts and in the details of construction 'hereinafter described and claimed, 4it beingunderstood that changes in the precise embodiment of the invention herein disclosed can be made Specification of vLetters Patent.

Patenten sepa c, isis.

appneanon ied'iuiy 25, 1914. serial no. 853,052.

Within the scope of what is claimed Witheet departing from the spirit of 'the inventien. vIn the draivings-Eigurel is a side cle- .vation taken from the intake and exhaust r side of a four cylinder engine einboi'lvingv the present' invention, the valve cyli of two of the power cylinders being s. f; in longitudinal section With the crank ease being broken away to show the operative connection thereof. Fig. 2 .is a cross section.

taken throughY one oi, the power cylinders.

and one intake valve oi. one cylinder. Fig. 3 is a section taken on line 3-3 of Fig. 2. Fig. el is a plan view of the manifold. and air tank ot the engine. A o, v

Referring to the drawings, the numeral l designates the crank case, Whichhas mounted therein, the crank shaft 2, to which is connected a plurality of power pistonrods 5;

each oneof-said rods, as clearly shown fin Fig. 2, beingv connected to its piston d, which is disposed for reciprocation 4Within its power cylinder 5.' These cylinders 5, as

clearly shown in Fig. 3,. arecast two en bloc to provide the main casting'B and at the upper end of each power cylinder is a'single port 6, which by means of the bypass Z leads to the respective exhaust and 'intake branches 8 and 91.

The intake branch 9 is means ofthe-cylindrical and vertical bore 12 in which reciprocates the cylindiii'cal combined valve and air pressureplu 'producing' member 10, the same as illustrated in Fig. 2, being provided with the port 11 intermedin ate of its ends. The outer end of the branch 9 is linl communication with the port .l3-

Vintercepted by which in turn communicates With the intake port or branchfQ of the adjacent power cylinder, the casing 14 being connected to the intake manifold 15 common toboth branches 91and 9. Disposed in the intake manifoldv 15 is a tap IE6 by means er which an' 'is snp plied through the pipe will later appear. Intercepting each'branch bore 17 in whichy is mounted tion, the combinedfexhaust val... compressing member 18,'this" mein provided With the intermediate por means of which the respective bra producing a complete,y scavening of the bypass and the upper portion of thev power cylinder so that when a charge is drawn therein for compression and explosion, the maximum power will be produced.

Each casting B, as clearly illustrated in Fig. 2, is provided with the Water packeting space 23, which surrounds both of the power Cylinders and the valve cylinders also, there being provided the connections 24 and Q5 so that a complete circulationA of water through the jacket is provided.

Connected to each exhaust controlling valve 18 is a piston rod 26,'while connected to each intake valve 10 is a piston 27, such pistons as clearly illustrated in Fig. 1, being connected to the counter crank shaft 2.8; and one end is provided with the extension 29 to which is keyed the noiseless chain sprocket wheel over the chain 32 so that power will be transmitted from the small sprocket wheel 33 keyed upon the crank shaft Z to prouerlv rotate the counter crank shaft Q8 in timed relation to the power pistons. A urotecting casing 31 surrounds that portion of the crank shaft and the noiseless chain mechanism so that no dirt or dust Will be permitted to affect the same.

Each of the respective valve members 10 and 18 are counter bored in their upper' ends as at 34 to reduce the Weight thereof, the same being sealed by the removable plugor cap Thus these members constituteI an air compression member', the valve. 46 controlling the introduction of the air within the upper end of the respective cylinders 12 and 17 upon the down stroke of the members 10 and 18 while the compressed air is lcd through the pipe 37 past the check valve 38 and the manually controlled valve 39 to the air directing pipe 40, said pipe 40 bel'ng directly connected to the storagev ta k 42, which as illustrated in Fig. 2, is supported by the l gine. This tank 42 is provided with the manually controlled valve 44 and the nipple connection 45, by means of which air may be directed therefrom to be used in starting the explosion engine, pumping tires and opcrating signal devices, and air brake, and to clean the exhaust and muiier. f

The upper ends of the'respective chambers and 17-are closed by the removable plugs and 36' tovvhich as before stated, the intake valve 46 and the air directing pipe 37 are connected.l

Connected to the'pipe 40, one' to each ininto the power` 3l) which has trained thcrebrackets 43 upon one side of the en'l the air directing pipe 16, so that air under l pressure may be directed into the intake manifold to assist in accelerating thc carbureted air charge and thus assisting in directing the same to the explosion chamber the engine.

A pet cock 47 is connected in the head of cach power cylinder 5, so that a liquid fuel charge may be introduced, while the removable plu'g 48 is also connected therein` and carries the spark plug 4S).

lVhen the present device is used as an air brake, the How of carbureted air to the power cylinder is cut-off and the air drawn cylinders is cushioned to Yretard the power pistons and thus produce a gradual braking effect. To accomplish this, the spark (not shown) is retarded and the throttle isclosed in the intake manifold so that air that might pass back through the intake manifold willl not pass through the carbureter and open the valve 41. The valve 100. which is located at any desired point in the exhaust manifold, is operated to retard or permit free passage of the air through the exhaust manifold 22,' the air foroperating the power pistons being` admitted through the port. 16 intothe intake manifold. valve 100, the exhaust is retarded or freed, thus regulating the cushioning or braking effect of the compressed air.

By manipulating the A safety valve 101 to prevent the too great pressure of air in the tank is provided.

The usual connections with the crank shaft i for operating a pump and magneto may be employed.

In order to provide a means for properly lubricating the various frictional parts of the engine, the lower ortion of the crank case 1 as at 50 constitutes the oil recel'itfpllet,

the same having its bottom inclined so the oir-Will flow toward one end thereof to the rotary pump 55 which i's operatedl through the shaft 58, and the pinions 59 and crank shaft 2, is a hingedlyswinging oil receptacle 53 whichv isprovided with trunnions 53 and the oil directingmember. 54 b v means of which as the crank shaft rotates;

the connection thereof toits respective pis- -ton rod will be properly lubricated.

In order to provide a means for filling the reservoir 50, the pipe 52 as illustrated in Fig. 2, is connected to the crank case and incasso leads from a lower point to the upper edge of the directing shield l, so that the oil will he properly directed to the bottom of. the crank case. l-

I in order to ascertain, at a glance the amount-ot oil within the reservoir 50, a doot (il is mounted at a point adjacent'the pump 55, and has a rod 62 extending upwardly and carrying the indicator 63 which is adjacent to the index "64 upon the upper portion of the hase of the engine.

By mounting theoil receptacles 53,v for swinging movements,- they maintain a level position at all times.

Connected at the opposite end of the hase of theengine is a bracket 65, which is provided with a plate 66 having vthe slot 68 for the reception of the adjusting screw 67, and also carries the screw 69, by means of which the stub shaft 7G which is a hollow shaft may 'be properly clamped in. place. This hollow shaft has in communication therewith, a lubricant supplying tube 7l. and 'the grease cup 72, hyneans of which lubricant loev supplied, internally through the shaft to the huh 73 which car ries the cooling fan 74 and the driving spool 75'. The driving spool V75 is operahly connected by meansoi a belt 76 to the spool 'll' sed upon the crank shaft, the screw connections 6? and 69 being provided to adjust the shaft TO so'that the belt 76 may' be properly tightened at all times.

ivd/*hat is claimed is:

l. An explosion engine, including a power cylinder' having va single' port adjacent the top thereof and two branch conduits leadingv therefrom and constituting the intake and exhaust conduits of lthe engine, two valve cylinders disposed in parallel to the engine and power cylinder, the bore of one of the valve cylinders hisecting'each conduit, two cylindrical reciprocatory valves one mounted in cach valve cylinder, each `valve being providedwith a diametrically disposed port for registration with the conduit, a crank shaft, a power piston connected thereto, a counter shaft operably connected to the crank shaft-and to both valves, the upper end of the valve cylinders being closed, anl airA intake valve mounted' in the closed end of' each valve cylinder, an air directing pipe provided with a check valve leading therefrom', an air storage reservoir in communication with the last conduit, whereby the valves form air supplying means for the tank, a pipe leading from the air supplying pipe, and 'an .intake manifold connected to.

one of the conduits of the power cylinderv and to the last mentioned pipe, whereby' air is directed thereto.`

2. An explosion engine, including Aa cast-Vv ing provided with two parallel power cylinders each one of which is provided with aport adjacent the top thereof leading into a channel extendeddownwardly and parallel with the walls of the cylinder, said casting being further provided with twodivergently disposed gas conducting passages leading from the lower end of the channel to the exterior ofthe engine, the two Aadjacent passages for both power cylinders constituting the intake passages therefor while the two outer ones constitute the exhaust passagestherer, an vintake manifold connect ved to both of the inlet ends of the two intake passages, an exhaust manifold connected to the outer ends of both exhaust passages, four valves bisecting the respective intake and exhaust passages,'each of said valves'heing provided witha diametrically disposed port intermediate" of its ends for y registration with its respective passage,'a power piston mounted in each cylinder, a crank shaft operably connected thereto, a counter shaft operably connected to the crank shaft and to all of the valves,`the upper ends of each|of the respective valves constituting an air compressing means, a valve controlled n-l Vtake pipe connected to supply air to each valve, a valve controlled outlet pipe' leadingv 'ing being further provided with two divergently disposed gas conducting` passages leading from the lower'end of the channel to the exterior of the engine;t e two adjacent passages for both power ylinders constituting the intake passages therefor while 'the outer ones constitute the exhaust passages therefor, an intake maniold 'connected tol both of the inlet. ends of the two'. intake pasfrom each valve cylinder, a pipe common to y sages, an exhaust manifold connected totheL outer ends ofboth exhaust passages, said casting being provided with four vertical bores disposed at their upper ends and in parallel with the power cy secting the respective passages, a cylindrical valve mounted for reclprocation within each bore and provided with a diametricaliy disposed port intermediate of its ends for controlling the passage of gas through its respective passagesxs, two power pistons a crank shaft operbly connected theretop'a counter shaft operably connected tol .the crank shaft and all of the reciprocatory valves, a valve controlled air inlet member connected in the upper end of each'valve cylinder, a valve controlled outlet pipe connected thereto, a single pipe connected to all 1nders,'said bores inter- .A

of the latter pipes, an air reservoir operably In testimony that I claim the foregoing to the intake manifold for supplying air no Witnesses:

connected toythe single pipe to receive the as my own, I have hereto affixed my signacoxnpressed air from al1 of the valve cylinture in the presence of two witnesses. ders, and a pipe leading from the last pipe ELMER U. STEWART.

the., intake` manifold to accelerate the fuel 'JAMES GQLANG,v charge. DAVID M. DAY. 

